Setting apparatus for signals and gates



(No Model.) 7 A 3 Sheets-Sheet- 1.

T. W. BURT. 7

- SETTING APPARATUS FOR SIGNALS AND GATES.

No. 402,299. Patented Apr. 30, 1889.

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SETTING APPARATUS FOR SIGNALS AND GATES. .No. 402,299. I Patented Apr.30, 1889;

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(No Model.) 3 Sheets-Sheet 3.

T. W. BURT. 4 SETTING APPARATUS PORSIGNALS AND GATES.

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UNITED STATES PATENT OFFICE.

TOWNSEND BURT, MINEOLA, NEW YORK.

SETTING APPARATUS FOR SIGNALS AND GATES.

SPECIFICATION forming part of Letters Patent No. 402,299, dated April30, 1889.

Application filed October 18, 1887. Serial No. 252,721. (No model.)

To wZZ whom it may concern.-

Be it known that I, TOWNSEND W. BURT, a citizen of the United States,residing at Mineola, in the county of Queens and State of New York, haveinvented a new and useful Improvement in Setting Apparatus for Signals,

Railroad-Gates, &c., of which the following is a, specification.

My invention relates to an improvement in automatic setting apparatus;andit consists in the peculiar construction and combination -of devices,that will be more fully set forth the various parts are reduced to aminimum lar view taken on the line a z of Fig. 1 and looking in thedirection indicated by the ar row intersecting said line. Fig. 6 is adetail view, partly in top plan and partly in section, on the line b bof Fig. Fig. 7 is a detail view, partly in section, of the preferredformof the mechanism to engage the wheels on the operating-shaft. Fig. 8is a similar view of a modified form of the same. Fig. 9 is a detailedperspective view of the engaging ends of one of the operating-levers andone of the weighted levers, showing the same disconnected.

A represents the railway-track, beyond the outer sideof one'of the railsof which, at suitable distances apart, are secured a number ofbearing-blocks, B. V,

0 represents a series of operating-levers, each of which is provided atone end with an outwardly-extending spindle, D, j ournaled in one of theblocks B, the said levers being arranged longitudinally on the outerside of the adjacent track-rail. The free ends of the levers C areinclined downward, as at E. In the lower edge of each lever (3, near thefree end thereof, is a notch, F, and from the outer side of each lever,near its free end and alongside the notch, projects a stud, G.

H represents a sill, which is arranged longitudinally at a suitabledistance from one side of the track. This sill has on its upper side anumber of pairs of brackets, I, which are arranged opposite the notchesin the le vers C.

K represents a series of lever-arms, which are arranged at right anglesto the track, are fulcrumed near their centers between the pairs ofbrackets, have their inner ends engaging the notches F of the levers O,and provided with studsL, that bear on the studs G. The outer ends ofthe leverarms are provided with weights M, the function of which is tocounterbalance the inner ends of the levers K and cause the same tonormally support the levers C in an inclined position, so that the freeends of said levers G will be raised above the level of the top of theadjacent track-rail.

N represents a series of rock-shafts, which are journaled in bearings O,secured below the level of the track-rails, the said shafts bener endsof the said rock-shafts are crankarms R, which are arranged ata suitabledistance from the inner side of the adjacent track, and are normally inan inclined position, said crank-arms P being at an angle to the cranlearms R.

S represents a longitudinal weight-bar,

which is arranged parallel with the track, and is connected to the freeends of the crankarms I by means of suitable crank-pins.

T represents a presser-bar, which is pivot ally connected to the freeends of the crankarms R by means of crank pins or bolts, is

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arranged on the inner side of the adjacent rail, being counterbalancedby the weight-bar, and is normally supported in an elevated positionwith its upper side flush with the top of the track-rail, so that itwill be depressed by the flanges of the wheels of a passing train.

S represents an operating-shaft, which is arranged parallel with thetrack at a suitable distance from one side thereof, and is journaled inbearings T U represents a series of wheels, which are rigidly secured tothe shaft S in line with the levers K, the number of the said wheelsbeing equal to the number of the said levers. Loosely j onrnaled to theshaft 8*, and arranged on opposite sides of the wheels U, are links V,which have their upper and lower ends bifurcated to form ears, as shown,said links being normally in a vertical position.

W represents a series of U-shaped yokes, which have the outer ends oftheir arms pivoted between the ears on the lower ends of the links, saidyokes extending toward the track a suitable distance, as shown.

X represents rods, which are journaled in aligned openings near theinner free ends of the yokes, and 011 the said shafts, between the armsof the yokes, are journaled segmental eccentrics Y. One end of each ofthe rods X projects from one side of its yoke, and is provided with atransverse opening.

Z represents link-rods, which have their outer ends pivotally connectedto the shaft S and their inner threaded ends slipped freely through thetransverse openings in the rods X and provided with adjusting-nuts A.

B represents rods, which have their outer ends pivoted between the earson -the upper ends of the links V. The said rods extend inward towardthe track, are connected together in pairs by cross-bars O, which havetransverse openings, through which the free ends of the rods pass, andnuts D are screwed onto the threaded free ends of the rods B and bearagainst the rear sides of the crossbars.

E represents friction shoes, which are adapted to the contour of thewheel U, bear against the rear sides of the peripheries of the saidwheels, have their lower ends hearing between the opposite peripheralfaces of the wheels U and the eccentrics Y, and have openings near theirupper ends, through which pass pins F, that project from the front sidesof the cross-bars C. The peripheral faces of the eccentrics engage theopposing rear sides of the shoes.

1) represents hangers that depend from the cross-bars C and support thesegments.

G represents springs, which are secured to the eccentrics and bearagainst the inner ends of the yokes W, the function of the said springsbeing to normally turn the eccentrics downward, and thereby keep them incontact with the shoes.

When the free end of one of the yokes is raised, its front end, beingpivotally connected at a point below the shaft S will cause theeccentric segment to move toward the wheel U, and thereby compress theshoe so firmly against the periphery of the wheel as to lock it theretoand cause the wheel to partly rotate and partly turn the shaft. \Vhenthe free end of the yoke begins to be lowered, the eccentric releasesits pressure on the lower portion of the shoe, and the link-rod Z,connecting the shaft S with the free end of the yoke, causes the links Vto partly turn on the shaft, so as to force the rods B a slight distancerearward, so as to relieve the compression of the cross-bar C againstthe upper end of the shoe, and the latter is thereby caused to lose itsfrictional grip of the wheel, and consequently the wheel and the shaftare prevented from being turned in a retrograde direction, as will bereadily understood.

I-I represents a series of brackets or standards that are arranged belowthe shaft S as shown,and to the said standards or brackets are fulcrumedlevers I. The inner ends of the said levers are connected together by ahorizontal rod, K, which is under the free inner ends of the yokes, andis connected thereto by springs K. To the outer ends of the levers I areloosely jointed the lower ends of vertical detents L, which have theirupper ends connected rigidly to an endwise movable rod, M,and arefurther provided on their rear sides with shoulders or notches N,adapted to be engaged by stop-pins O, that project from one side of eachwheel U at diam etrically-opposite points. Arms or links P are pivotallyconnected to the shaft S are free to slide longitudinally thereon, andhave their outer ends loosely connected to the detents L, the functionof the said arms or links being to maintain the detents in a verticalposition.

To one end of the slide-rod M is connected an operating-weight, R, bymeans of a cord or rope that passesover a suitable pulley. If preferred,a spring may be substituted for the weight, the function of the weightor spring being merely to normally move the rod M so as to cause thedetents to approach the adjacent wheels U in position to engage thestoppins thereof. To the opposite end of the rod M is loosely attachedthe upper end of a vertical lever, S, that is fulcrumed near its center,as shown, upon a curved arm, of, that projects from a suitable standardor brace, b.

T represents a series of link-levers, which have their front or outerends pivoted to the rod-K and their rear or inner ends resting upon butnot connected to the weight-bar S. These link-levers are connected neartheir centers by a rod, U, that bears under the weighted ends of thelevers K.

To one end of the shaft S is rigidly secured a wheel, V, that isprovided at diametricallyopposite points with ratchet-teeth, and hastappet-pins NV projecting from one side at IIO suitable distances apart,two of such pins being here shown at diametrically-opposite points; butthe number of said pins may be varied according to circumstances.

X representsthe vertical standard of aends of which the operating-cables11 12 are connected. The slide-bar 2, having the cams 3 4, is connectedto the lower end of the lever Land the cams of theslide-bar operate acrank-arm, 13, secured to a rock-shaft, 5, which has a lever, 6, that isconnected to the signalarm 8 by a rod, 7.

The parts hereinbefore designated by numerals are not morefullydescribed herein for the reason that their construction and operationare fully set-forth in my before-men tioned Letters Patent.

Z represents a rock-shaft, which is journaled in a suitablebearin gnearthe base of the standard and has a crank-arm, A at one end. Thiscrank-arm is connected to the lever S at a slight distance below thefulcrum by means of a link, 13 To the opposite end of the rockshaft Z isattached an operating-lever, G which has its outer end connected to theoperating-rod Y, and has its inner end bent in the form of the letter U,as shown in Fig. 1, so as to form a stop or shoulder, D adapte to beengaged by the tappetpins W;

E represents a bell-crank locking-lex er,

which is pivoted to the operating-lever at a suitable distance from theinner end thereof. The downwardly-extending locking-arm F of this leveris provided with a detent or shoulder, G adapted to engage under acatch, H The horizontal inwardly-extending arm I of the locking-leveris'bent first downward and then outward to form a tripping-arm, Kadapted to be engaged by the tappet-pins successively when the wheel Vrotates, so as to trip the locking-arm from the catch H and therebyrelease the lever 0 L represents an operating-bar, which is arranged ata suitable distance from the inner end of the pressure-bar T and in linetherewith, and bears against the inner side of the same track-rail. i Y

M and N represent a pair of horizontal rock-shafts, which are'journaledin bearings 0 extend transversely under the rail A, and have crank-armsm and n at their inner ends,

inclined at difierent angles and pivotallyconnected at their upper ends,near the extremities of the operating-bar, so as to normally support thelatter in a horizontal position, flush with the top of the rail. Thepivot-pin of the arm it works in a slot, Z, at the inner end of bar LThe outer ends of these rock-shafts have inclined crank-arms m and n,arranged at different angles, and pivotally connected to the upper endsof the link-bar.

said crank-arms is a link-bar, P, the inner end of which is provided onits under side with a notch, R

' T represents a spring. that bears against the outer end of thelink-bar.

, U represents a horizontal lever, which is fulcrumed at V and has itsouter end adapted to engage the lower end of the lever S. The inner endof this lever 'U is normally engaged by the notch R of the link bar, andis provided with a pair of vertical guide-pins, W arranged onoppositesides of the said A spring-actuated pawl, X bears against the peripheryof the wheel V, and is adapted to engage the ratchet-teeth thereof, asshown in Fig. 3.

The operation of my invention is as follows:

Whena train is running in the direction indicated by the arrow 0, inFig. 1, the flangesof its pilot-wheels first strike the outer end of theoperating-bar L depress the same,

and thereby partly turn the rock-shaft M so as to cause the crank-arm atthe outer end of the said rock-shaft to draw forward on the link-bar Pand, as the notch of the latter is in engagement with the lever U thelatter is swung horizontally on its pivot. Its outer end strikes thelower end of the lever S, and

the latter is caused to draw the rod M forward, so as to move thedetents L out of engagement with the stop-pins O of the wheels U. BarK,which is the fulcrum of lever T, will fall by its own weight, andnotches N will be raised above pinsO, so that bar L need not be helddepressed after once having been actuated. When the wheels of the trainreach the pressure-bar T, they depress the same to the positionindicated in Fig. 5, thereby partly turning the rock-shaft N, andcausing the crank-arm R thereof to raise the counter-balance orweight-bar S a slight distance. As the bar S rises,it elevates the innerends of the link-levers T slightly, and causes the rod U to bear againstthe lower edges of the levers K, but does not operate the said levers,since the fulcrum K of levers T is now in its depressed position, thepressure-bar being lowered so as to permit the wheels to pass freelyover the track. As the advance wheel passes over the elevated end ofeach operating-lever O, in succession, the tread of the wheel depresseseach of the said levers C from the position shown in Figs. 2 and 4 tothe position shown in Fig. 5, thereby causing each leverK to be operatedin succession, and the said levers K to elevate the inner ends of theyokes WV one after another, with the result that the segments cause theshoes to engage the wheels U, as fully hereinbefore described, andthereby the shaft S is moved through half a rotation by a series ofsuccessive actions, as will be readily understood, which brings the pins0 on the side of each wheel, opposite those previously engaged, intoposition to be engaged by the shoulders or stops of the detents L.

From the foregoing it will be understood IIO that the shaft S is turnedonly a slight distance by each lever G and its connections, therebyrequiring the successive action of all of the levers C to complete thesemi-rotation, and consequently giving the shaft S a stepby-step motion,and relieving the mechanism of the violent shock which would result ifthe shaft were caused to fully complete its movement by the action of asingle operating-lever; hence the durability of my improved signalingapparatus is not impaired, and the same is prevented from readilygetting out of order.

The operatingdcvers C are so adjusted that the wheels of the locomotivewill operate them a sufficient number of times to cause the shaft S toComplete its half-rotation, as before described, and cause the pins onthe sides of the wheels U opposite those previously engaged by the stopsor shoulders of the detents to engage with the latter, thereby loweringthe said detcnts and causing them to raise the inner ends of the leversI, so as to elevate the rod K and cause the latter to bear under thefree ends of the yokes \V, so as to support the latter in the elevatedposition shown in Fig. l and prevent them from falling. This raises thefree ends of the yokes sufficiently to permit the operating-levers O andthe weighted levers K to be idly moved after the train has passedwithout affecting the operating-shaft, and consequently withoutaffecting the signal connected thereto. This prevents mischievouspersons from tampering with the signal and causing the sameto be set atdanger needlessly. hen the signal is in its normal position, set forsafety, the lever C is in the position shown in Fig. 3, with thelocking-lever E engaging the catch H Vhile the shaft S is being movedthrough half a rotation step by step,'as before described, one of thepins W of wheel V first strikes the under side of the trip-arm K oflocking-lever E and turns the latter partly on its pivot, so as todisengage the arm F from the catch 11*, and thereby release the lever CAs the tappet-pin continues to rise by the revolutions of the shaft andwheel, it engages the shoulder D of the lever 0 and thereby elevates theinner end of said leyer, and causes the outer end thereof to depress therod Y, and thereby set the signal to danger. Further revolution of thewheel V carries the pin V beyond the shoulder of the lever Candelfectually clears it thereof. The signalconnections are so nearlybalanced that when the lever O has been thus raised said lever C will bemaintained in its elevated position. This movement of the lever Oimparts rocking motion to the shaft Z, causing the same to turn in itsbearings and its crank-arm A to draw outward on the leverS' by reason ofthe link B so as to move the lower end of the said lever to a positionwhere it will not be engaged by the lever'U as shown in Fig. 4. hen thetrain reaches the home-signal of the next block ahead, which isconnected to the distance-signal just described by suitable cablessuehas fully described in my before-mentioned Letters Patentof the UnitedStates No. 3l2,800-it operates the same, and causes the distance-signalto be lowered to safety, and also the lever C to be lowered to itsnormal position ready to be engaged by the pin of wheel V. Thelocking-lever E by its arm F then engages under the catch ll and holdsthe signal at safety. \Vhen the wheels of atrain running in oppositedirection from that indicated by the arrow a, reach the pressure-bar T,they depress the same, thereby turning the rock-shaft N so as to raisethe weight'bar S, and the bar K, being held in an elevated position bythe bars I, as before stated, causes the weighted bar S to elevate thefree ends of the link-levers T. levers being now held in its elevatedposition, the rod U, which connects the said link-levers, will raise theouter ends of the weight-levers K, and thereby depress the inner endsthere of, and consequently lower the free ends of the operating-levers Cto the level of the top of the track, and thereby prevent the saidlevers C from being operated by the wheels. When the advance wheel ofthe train, runnin in the opposite direction from that represented byarrow at, strikes the inner end of the bar L it depresses said inner endof said bar before depressing the opposite end of the bar, and therebyturns the rock-shaft N and causes the arm n of the same to elevate theinner end of the link-bar P so as to disconnect it from the lever U andthereby prevent the detents from being tripped, and consequentlypreventing the signal from being operated. After a train passes ineither direction the weightrbar descends, raises the pressure-bar, andcauses the link-levers to release the wcighted levers, and the latterrestore the operating-levers O to their normal elevated position readyto be operated by the wheels of a train, even though they should becomefrozen to the track in cold weather.

In Fig. 8 I illustrate a modified form of the mechanism for gripping thewheels U, in which I discard the hanger b, that depends from thecross-bar O, and provide the eccentric segment with teeth to gear withthe shoe. Other modifications may be made without departing from thespirit of my invention, and I do not limit myself to the preciseconstruction shown and described herein.

\Vhile I have shown and described a series of successivel-y-operatedlevers to work a corresponding series of gripping devices, it will beunderstood that under certain circumstances one lever and one grippingdevice may be employed, as each wheel of the several cars of the trainwill move the gripping device one step in its engagement with therevolving shaft.

I do notwish to be restricted to the use to The fulcrum K of these IIOwhich I may put this setting apparatus. I have shown its application tosignals; but it may be employed to Work railroad-gates or the like.

Having thus described my invention, I claim- 1. The combination of therevoluble operating-shaft having the wheels and the levers adapted to beoperated in succession by a passing train, and each provided with agripping device to engage the wheels of the shaft,

for the purpose set forth, substantially as described.

2. The combination of the revoluble operating-shaft and the series ofsuccessively-operated independent levers provided with gripping devicesto engage the shaft and rotate the same by a step-by-step motion,substantially as described.

3. The combination of the revoluble shaft having the wheel, the yokehaving the grip ping devices adapted to engage the wheel, and the leverto operate the yoke, substantially as described.

at. The combination of the revoluble shaft having the wheel, the yokehaving the gripping devices adapted to engage the wheel, the lever K, tooperate the yoke, and the lever 0, connected to the. lever K,substantially as described.

5. The combination of the revoluble shaft having the wheel, thegripping-shoe, and the eccentrically-pivoted yoke having the eccen tricbearing against the shoe, substantially as described.

6. The combination of the revoluble shaft having the wheel, the linksjournaled on the shaft, and the yoke connected to the links and havingthe gripping devices to engage the wheel, substantially as described.

'7. The combination of the revoluble shaft having the wheel, the links journaled on the shaft, the shoe arranged on the wheel, the rodsconnecting said shoe to the upper ends of the links, the yoke connectedto the lower ends of the links and having the eccentric bearing againstthe shoe, substantially as described.

8. The combination of the revoluble shaft having the wheel, the linksjournaled on the shaft, the shoe-connections between the upper ends ofthe links, the yoke connected to the lower ends of the links, theeccentric journaled to the yoke and bearing against the shoe, and thehanger supporting the said eccentric, substantially as described.

9. The combination of the revoluble shaft having the wheel, the shoe,the yoke pivotally connected to the shaft at a point beyond the centerof the latter, the eccentric journaled to the yoke, and the spring tokeep the eccentric normally engaged with the shoe, substantially asdescribed.

10. The combination of the revoluble shaft having the wheels, thegripping devices to engage the wheels, the levers to operate thegripping devices and thereby rotate the shaft,

the detents to limit the rotation of the shaft, and the bar L andconnections between the same and the detents, substantially asdescribed.

11. The combination of the rotating operating-shaft having the wheels,the detents to limit the rotation thereof, and the operatingbar L andconnections between the same and the detents, substantially asdescribed.

12. The combination of the rotating operating-shaft having the wheels,the detents to limit the rotation thereof, the lever S, connected tosaid detents and adapted to trip the same, the lever U adapted to engagethe lever S, the operating-bar L and connections between the said barand the lever U sub stantially as described.

' 13. The combination of the rock-shafts M and N having theoppositely-inclined crankarms at their ends, the operating-bar L havingits ends supported by the cranks at one end of the said rock-shafts, andthe link-bar P supported by the crank-arms at the opposite ends of therock-shafts, substantially as described. i 14. The combination of theoperating mechanism adapted to be actuated by a passing train, thedetents to limit the movements of the operating mechanism, and theoperatingbar L and connections between the same and the detents to tripthe latter, substantially as described.

15. The combination of the shaft having the wheels provided with thestop-pins, the yokes having the gripping devices to engage the wheelsand rotate the shaft, the levers to raise the yokes, the movable detentsto engage the stop-pins, and thereby limit the rotation of the shaft,and the levers I, connected to the detents and engaging the free ends ofthe yokes when the latter are raisedisubstantially as described.

16. The combination of the pressure-bar, the weight-bar, connectionsbetween the said pressure and weight bars, whereby they are movedvertically in opposite directions simultaneously, the operating-levers,the weighted levers K, connected thereto, and connections between theweight-bar and the weighted levers to cause the latter to depress theoperating-levers when the pressure-bar is lowered, substantially asdescribed.

17. The combination 'of the pressure-bar, the operating-levers O, theweighted levers K, connected thereto, the link-levers T, adapted toengage the levers K, and connections between the said link-levers andthe pressurethe operating devices for the said shaft, the levers C, thelevers K, connected to the same and operating devices, the pressure-bar,the detents to engage the stop-pins and thereby limit the rotation ofthe shaft, the link-levers T, adapted to engage the levers K, andconnections between the said link-levers and the detents andpressure-bar, substantially as described.

20. The combination of the rotating wheel V, having the tappet-pins W,the lever C adapted to be operated by said pins, the catch, and thelocking-lever pivoted to the lever C and having the locking-arm toengage the catch, and the trip-arm adapted to be operated by thetappet-pins to disengage the locking-lever from the catch, substantiallyas described.

21. The combination of the operatingshaft having the wheels, thedetaining devices to limit the movement of the shaft, the rockshaft Z,the lever 0 connections between the same and the shaft, theleverU thelever S, connected to the detaining devices, connections between thesame and the lever C to throw the lever S in and out of connection withthe lever U, the rock-shafts M and N having the crank-arms at oppositeends, the bar L connected to the crank-arms at one end of therock-shafts, and the link-bar P connected to the crank-arms at the otherend of the rock-shafts, and having the notch R to engage the lever Usubstantially as described.

22. The combination of the lever U the rock-shaft N having thecrank-arms 02 and n, the link-bar supported by the arms m and n, andhaving one end adapted to engage 24. In a setting apparatus, thecombination of the lever 0 to be connected to the gate or signal, therevoluble shaft having the wheel or wheels, the gripping device ordevices to engage the wheel or wheels, the lever or levers connected tothe gripping device or devices to be operated by a passing train, andconnections between the revoluble shaft and the lever G whichconnections are adapted to become disconnected from the lever at acertain point of the revolution of the shaft, for the purpose set forth.

25. In a setting apparatus, the combination of the revoluble shaft, thegripping device or devices to engage the shaft. thelever orlevers tooperate the gripping device or devices, said lever or levers beingoperated by the wheels of a passing train,the detents to limit therotation of the shaft, said detents being withdrawn from out ofengagement by the wheels of a passing train.

In testimony that I claim the foregoing as my own I have hereto affixedmy signature in presence of two witnesses.

TOWNSEND W. BURT. \Vitnesses:

J. W. GARNER, JOHN SIecERs, E. G. Sreonns.

